Zero Motorcycles has pulled the rug out from underneath the coming Harley-Davidson LiveWire electric sports bike with its new Zero SR/F that looks uncannily like the Milwaukee product.
Harley LiveWire
Zero SR/F
However, the Zero SR/F has better performance and range but costs about $US11,000 less than the LiveWire. The Harley is due in September at $US29,799 and will arrive in Australia next year at more than $US40,000.
Zero Motorcycles pulled the plug on exporting to Australia and New Zealand in 2017 with no hint of a return just yet. So, although the Californian company’s new ZR/F looks the goods, we most likely won’t be getting it here.
Zero’s SR/F comes in a standard model at $US18,990 and a premium model with a faster-charging battery and heated grips.
It has 82kW of power, 190Nm of torque and a top speed of 200km/h.
Range is said to be about 130km on the highway and up to 260km in the city. See the comprehensive “range” specifications at the end of this article.
A more robust “Power Tank” battery capable of 320km of range will be available in the third quarter of 2019.
Meanwhile, the Harley LiveWire has 177km of range and a 190km/h top speed.
Zero’s SR/F will also be able to update its Cypher III software via a link to a mobile phone connection just like a Tesla electric car.
A dedicated app will allow riders to track their trips, share rides, monitor battery level, find charging stations and even receive alerts if someone is trying to steal their bike.
Royal Enfield’s Continental GT 650 is a big hit with the Brisbane Cafe Racerswho I went cafe racing with on Sunday.
Last week I reviewedthe Interceptor 650 which is the sit-up-and-beg version of the new 650 parallel twins from India.
You can read my full review which is tagged to the end.
The Interceptor and Continental GT were on the Brisbane Cafe Racers ride to the Mt Nee gantry and both seemed to attract plenty of attention.
The only differences are that the GT has a sports riding position and does not have a hefty 4kg centre stand.
Mixing it with other cafe racers
Maybe it’s the sporty riding position, but the Continental GT feels more responsive down low, although it is still not great off the line.
Both bikes really show their best performance results when revved through the midrange. The Continental GT certainly stayed in touch with all the racers in Sunday’s ride.
Highlight of the Brisbane Cafe racers run to the Mt Mee gantry
The Continental GT is hardly a bum-up-head-down racing position, though.
I picked up the bike with the clip-on bars set at their highest position which is slightly above the instruments. At that height there is only a slight reach forward to the bars.
However, you can easily drop the bars as much as 45mm lower. That would make it a very aggressive position and may appeal even more to the Brisbane Cafe Racers!
About 45mm of bar adjustment on the forks
Either way, your knees will now be sitting on the metal protectors on the cooling fins to stop your knees getting scorched.
Black knee protectors
The pegs are also slightly rearset which doesn’t make a huge difference to the riding position.
However, it does have a shorter and more direct gearshift linkage which makes the already slick shifts a little more precise.
The only other difference is the humped seat which actually feels more comfortable than the bench seat of the Interceptor 650. You can also fit a solo seat and rear cowl.
Here is my review of the Interceptor:
The first twin-cylinder Royal Enfields in six decades have customers lining up for test rides.
However, the high demand for demo rides meant I only had a couple of days with each bike.
I’m happy to report that after thrashing both bikes through traffic, down highways and over mountain ranges, the 650s live up to most of the hype.
Retro styling
Richard says the previous problems with Royal Enfield chrome tanks have been resolved.
A close inspection at the demo models substantiates a vast improvement in paint and chrome finish.
In fact, the overall quality is a substantial improvement. I pulled the locked seat off the Interceptor and was pleased to find the paint extends right down the tank where you can’t see it and the welds are neat.
Even the initials of the bike builder responsible are hand painted on the end of the tank under the seat.
Builder’s initials
That’s pride of workmanship, with good reason.
Wiring and cabling is tidy, plastics are smooth, the vinyl seat is good quality and even the footpegs are nice rubber and alloy units.
The only build fault I could find was a slightly gummy weld joint where the headers leave the cylinder on both the Interceptor and GT.
Those who love the retro look will appreciate that Royal Enfield didn’t go to town on the chrome which the original ‘50s/‘60s cafe racers didn’t have.
Instead of acres of chrome, the engine casings and wheel rims are brushed alloy (black rims on some models) which looks understatedly stunning. (Now there’s an oxymoron for you!)
For a $10,000 bike there are quite a few niceties and extras such as twin instrument pods with a tachometer, comprehensive toolkit and lockable fuel cap.
It also sits on retro-style Pirelli Phantom tyres originally made for the Ducati GT1000 and used on the new Triumph Bonneville.
And how many $10,000 bikes come with a centre stand as standard these days, let alone a toolkit? In fact, how many bikes twice the price have a centre stand and toolkit! (Note that the GT does not come with a centre stand.)
The toolkit is in a side panel which is locked with the ignition key. It also has a latch inside that unlocks the seat.
The Interceptor’s seat is soft and quite comfortable, but after two hours in the neutral riding position you sink down into the seat and you can feel the supports underneath.
The seat is 804mm high, but it’s very narrow, so at 183mm tall I could easily get my flat feet on the ground with knees bent.
Pillions will enjoy the thick padding and the substantial grab handle at the back.
Royal Enfield has kept the price down by making this a lo-fi bike. No fancy traction controls and electronic wizardry, although it does have ABS, of course.
The instruments are basic with just two analogue pods (speedo and tacho) and a small LCD screen with readouts for odometer, trip A and B and a voltmeter when running. No clock, ambient temperature, weather forecast or stock market readouts!
And you have to reach over and touch a mode button between the two dials.
The indicators and taillight are also basic and the mirrors are cheap units that come loose over rough roads and blur at highway speed.
The front and rear fender feature cheap and ugly rubber extenders that can easily be unscrewed and discarded for a neater, bobbed look.
Heartbeat
Many Royal Enfield enthusiasts are attracted by the slow and methodical pulse of the single-cylinder engine.
These parallel twins have a 270-degree crank like the new liquid-cooled Triumph Bonnevilles, so they are a totally different heartbeat.
And unlike the the 500 singles, you don’t need to schedule a slot in your diary to reach 100km/h. It will reach 100km/h in about six seconds.
Some say it will top 170km/h, but I managed 140 — under controlled conditions, of course!
It will certainly cruise at legal highway speeds in a relaxed manner with very little vibration or hand/feet tingle.
Riders in hot climates will also appreciate the fact that they do not run near as hot as the new scorching Bonnes. The cylinder heads still get quite hot, as you would expect, but there are coated metal protectors so you don’t burn your knees.
The 648cc twin is oil and air cooled with a modest 47 horsepower or 35kW at 7100rpm and 52Nm of torque at 4000rpm.
It doesn’t sound like much, but the midrange is smooth and meaty.
The engine is mated to a super-slick, six-speed gearbox and clutch with a moderate pull so it is easy to use in traffic.
You will need to feed the bike some revs in the first couple of gears for rapid acceleration from the front of the queue at the traffic lights.
If you continue to rev the bike to the limiter and dance on the gearshift you will get maximum results, but you may also hit a few false neutrals. (I didn’t hit any on the GT which has a more direct shifter lever.)
With such moderate horsepower there is not a lot of point in spinning it out to the red line every shift.
I found these bikes yield satisfactory results if you short-shift through the gears and ride around town in fourth or fifth at 4000rpm.
Out on the highway, they cruise without stress at 4000 revs in sixth. Since the engine pulls lustily from 3000 revs, you can roll on the throttle without having to drop a cog.
I pushed moderately hard through traffic and winding hills, yet the Interceptor yielded impressive economy figures over about 500km of 3.6L/100km.
That means range of almost 350km from the 12.5-litre tank.
The Interceptor 650 I rode was fitted with aftermarket slip-on Emgo mufflers for an extra $300.
Richard regrets fitting them to the Interceptor, saying they don’t suit its more sedate image.
He says they should have gone on the more racey-looking Continental GT cafe racer.
Emgo mufflers
They also sound a little nasty and anti-social when revved hard, although they do give the throttle improved response, he says.
There are S&S Cycle mufflers coming in about six months that promise a better sound.
Ride and handling
The twin cradle frame and twin-shock suspension set-up is as traditional as it gets, but it works.
It’s not the lightest 650 out there at 202kg dry, but the frame and suspension combine to provide a light-steering, agile bike.
I found the American-made Grabriel shocks a little on the soft side for my 80kg frame, even after pumping up the rear preload to the fourth of five settings.
You can adjust them by hand if you’re strong and put the bike on its centre stand, although there is a C spanner included in the toolkit.
It still managed to bottom out over some big bumps, bounced around at the rear and wobbled a little over mid-corner irregularities.
However, that was when it was pushed hard. If you trot along at legal pace, it’s all quite controllable with those wide, braced handlebars.
I believe Ohlins is working on suspension upgrades, but that could be overkill on a $10k bike.
The Interceptor turns in quite quickly and holds its line well on its narrow, 18-inch front and rear Pirelli Phantom tyres.
They have good corner and braking grip, although the front was found lacking on emergency stops with the bike’s single disc and hefty weight.
The brakes are Bybre which is a discount Brembo offshoot and they have braided steel lines for good feel. Still, a second front disc would be welcome.
Despite the heft, the bike is easy to lift onto the centre stand with a convenient handle beside the seat like on old bikes.
Conclusion
There has been a lot of pent-up demand for these bikes since they were announced almost two years ago.
Thankfully the excitement and hype is justified.
Royal Enfield has done a good job of bringing top-value bikes to the market.
We also expect more model variants soon such as a scrambler.
Ride-away pricing
Interceptor 650
$9790 (solid colours — orange, black and silver);
$9990 two-tone (orange, white and gold pinstripe; red, black and white pinstripe);
$10,290 chrome tank.
Continental GT
$9990 (pale blue, black with gold GT stripes);
$10,190 (two-tone black/silver with yellow pinstripe, white with silver and blue stripe);
Former two-stroke GP racer Nobuatsu Aoki who raced against Mick Doohan features in a video riding the upcoming Suzuki Katana, claiming it delivers power in a similar way.
Interestingly, Nobuatsu who finished third in the 500cc GP championship in 1997 to Mick, says the bike reminds him of his GP machines. Or at least we think so. It’s a little confusing, or may simply be lost in translation.
This is what he has to say about the power delivery:
The power at full throttle is important, but very little time is spent full power.
Much more of your time is spent just easing open the throttle from the fully closed position.I ’d rather feel the smooth pickup you’d expect from a two-stroke or GP machine.
When the engine kicks in and the chain tenses, it’s important to have a mechanism that gradually increases the load to the rear tyre.
The Katana seems to have such a system, but it hides it.
Nobuatsu is filmed riding the bike on a slippery, wet, Japanese road strewn with leaves so he comments on the traction control and ABS and says it gives “great confidence”.
For a racer who spent his career with his head down and bum up, Nobatsu says he enjoys the upright stance of the Katana which is far removed from the original.
I like the riding position built into the Katana … the positioning of the handlebars feels natural the first time out, testifying to the value of the Suzuki tradition.
A proper engine in a proper chassis. And the riding position is fantastic. I was surprised how easy to ride it is.
The next month, a second “Glass Sparkle Black” version was unveiled at the EICMA show in Milan.
Online deposits
Suzuki Australia spokesman Matt Reilly says they are only taking orders for the bike online, “offering customers a premium buying experience along the way in the lead up to arrival in the third quarter of next year”.
“Australian pricing is not yet 100% confirmed and difficult to accurately forecast given the timeframe to the Katana’s Q3 2019 arrival,” he says.
“However, we have been advising customers that we are working very hard to secure the bike for under $20K ride away with 12 months’ registration.”
Deposits cost $1000 and if you change your mind after three business days, Suzuki Australia will only refund $450.
The remaining $550 takes into account the “reasonable administrative costs Suzuki will incur as a result of your cancellation”.
The first 50 customers to order a Katana also receive a Katana-themed Arai QV-Pro helmet, valued at $995, with their bike delivery.
Online customers can nominate their preferred authorised Suzuki motorcycle dealer for delivery as well as arrange finance and insurance quotes and trade-in valuations.
Printed brochures are also available at Suzuki dealers.
If you can’t complete the online order, you can do it at the dealership.
Matt says online ordering was launched at the Australian MotoGP in October.
“We have had a fantastic response to the online ordering system, receiving a greater number of orders than we originally expected within the first week of it being live,” he says.
“To say customers are excited about this new bike is a massive understatement.”
Suzuki Katana
The 2019 Katana has several styling cues from the old Katana including sharp lines, sports screen, half-fairing, stepped two-tone seat, stubby black exhaust and rectangular headlight.
Modern styling changes and features include full LED lighting, a remote rear fender and a massive catalytic convertor underneath.
The biggest change is straight bars instead of clip-ons, so it might be ergonomically less painful to ride.
Power comes from a long-stroke version of the fuel-injected 999cc inline-four engine from the GSX-R1000 with 110kW at 10,000rpm and 108Nm of torque at 9500rpm.
That’s significantly tuned down from the GSX-R1000 which has 150kW at 13200rpm and 117.6Nm at 10,800rpm. It’s porkier too at 215kg compared with 202kg.
Features include a back-torque-limiting clutch, Suzuki’s three-mode Traction Control System, Fujico disc brakes with Brembo front brake calipers and ABS, and new tyres with a tubeless inner structure designed exclusively for the Katana.
Suzuki makes a point of saying the seat is comfortable, probably because the old Katana was notoriously uncomfortable. However, the seat is fairly high at 825mm.
Lust stretching right back to my teenage years was enough to convince me to accept his offer.
But I was also interested to see if the hefty price tag of $32,990 plus on-road costs is justified.
Before departing, James tells me the ECU update has taken some of the lumpiness and grumpiness out of the engine, particularly when cold or ridden at low speeds.
However, we let it idle for a few minutes to warm up, just in case.
As we head out into busy morning traffic I am pleasantly surprised at how tame and manageable it feels.
However, when we turn the Commando 961 forks toward Mt Glorious, it lets rip with a maniacal yelp and plenty of bite from the 961cc parallel twin pushrod engine with 60kW of power and 80Nm of torque.
They are not world-leading figures, but there is a tone and character to this engine that is absolutely delightful and infectious.
The engine throbs and purrs with the best induction roar since Samson slayed that recalcitrant lion.
At idle, the twin pipes burble delightfully but their note is lost in the induction roar as you power on. So it entertains the rider, rather than alarming the general public.
Tingling ride
We press on into the hills and the Commando 961 tingles my fingers, my feet and the antennae-like wing mirrors — if I could afford one, the first thing I would do is ditch those mirrors for bar-end units.
Handling duties are managed by Ohlins forks and shocks, so it’s predictable, sharp, precise and firm, but with a compliant ride over the harsh bumps.
A perfect, neutral handling bike with light steering and a joy to throw around S-bends.
However, I feel a strange disconnect with the bike. Not emotionally, but physically … in the seat of my pants!
I soon realise it’s due to the shape and design of the narrow-fronted seat and scalloped tank.
The seat is comfortable and fits me well, but my knees are too far forward and underneath the indents on the tank.
Consequently my knees are hanging out in the breeze rather than gripping the tank.
I move my rear rearward and it feels better, but still a little strange.
As we slice through the corners, I tap-dance on the gearshift and find the gears as slick as many Japanese motorcycles.
In fact, unless you watch the green neutral light flick off, you wouldn’t know you had selected first gear it is that smooth and quiet.
There are only five gears but with hefty midrange torque, you don’t really need to mess around with a lot of cog swapping.
In fact, I use only three gears up and down Mt Glorious.
Yet you can also short shift and cruise around in top gear even on city roads.
The Commando 961 is a bike that will accommodate any style of riding and reward in a responsive and entertaining way.
But don’t think of this like an original Commando with its lightweight featherbed frame.
This feels a bulkier and more substantial bike.
I was a little surprised to find the instruments only included an odometer, one trip, a clock and a volt meter with the toggle button between the two analogue dials, not on a switchblock on the bars.
But then, this is supposed to be a neo-classic.
Some of the current neo-classics are a little too hi-tech, defeating the whole purpose of getting back into the retro feel.
Is it worth it?
Sport and Cafe Racer models
After a delightful romp through the hills we are back at Brisbane Motorcycles and I am still pondering why anyone would pay so much for a fairly basic motorcycle.
Yet I’m still wanting one and wondering how I can finance it.
Why is that?
There’s no lavish paint, hi-tech wizardry, spec sheet bragging rights or acres of chrome to admire.
In fact, the casings are a lightly polished alloy that is already developing an oxidised patina.
Then it hits me. That’s exactly what I like.
It feels authentic. It feels hand-built. It feels like quality without any unnecessary trimmings, except for those hand-painted gold pin stripes.
There is a certain intrinsic value to this bike that does not translate to the bank balance.
I know I could afford two Japanese bikes for the same price, but I don’t know that I would feel the same level of pride in ownership.
Norton Commando 961 Sport Mk II
Price:
$32,990 plus on-road costs
Engine:
961cc push-rod valve actuation, 3 bearing crank and balancer shaft.
Power:
58.4kW @ 6500rpm
Torque:
90Nm @ 5200rpm
Compression:
10.0:1
Bore x stroke:
88.0 x 79.0 mm (3.5 x 3.1 inches)
Valves per cylinder:
2
Fuel system:
Injection
Ignition:
Digital
Lubrication system:
Dry sump
Cooling system:
Air
Gearbox:
5-speed
Transmission:
Chain
Clutch:
Wet multi-plate hydraulic lifter
Driveline:
Constant mesh
Emissions:
3 way catalytic converter.
Exhaust:
Stainless steel
Frame:
Steel tubular with integral oil tank.
Rake (fork angle):
24.5°
Trail:
99mm (3.9 inches)
Front suspension:
43mm Ohlins RWU – adjustable preload, compression and rebound damping
Suzuki has lodged patents drawings that suggest a retro cafe racer model with a trellis frame and single-cylinder engine to catch up with other manufacturers plundering this lucrative sector.
While most manufacturers have retro models such as cafe racers and scramblers, Suzuki only has the reincarnated Katana and the lovely, but too-small TU250X.
Customiser have mainly used old GS Suzuki models to create retro cafe racers. Maybe Suzuki has been watching and now plans to follow their lead.
Retro cafe racer drawings
The patent drawings show a very basic motorcycle with a trellis frame that would make it much easier to customise which many retro buyers seem to do.
On top is very short seat and no tail which would obviously never make it to market. Let’s just say it’s unfinished, but certainly a target that some customisers would aim for.
The tank looks very neo-classic with its knee indents and retro lines with a flattish top.
It seems to have a nice short wheel base, steep rake in the forks and rearset footpegs, indicating a cafe racer stance.
There are no handlebars yet, but we would assume it would take clip-ons.
The compact engine is a single-cylinder unit. The patent description talks about “a crankcase, a cylinder and a cylinder head”.
Perhaps it would be around 400cc, vying for that novice market that wants a good balance in a light bike with moderate power.
So it’s not a high-powered cafe racer as the single disc on the front would also suggest.
Of particular interest is the header pipe which curls around before heading down the right side, probably ending at a stubby muffler since it is not visible beyond the engine.
New to Suzuki is the triangular swingarm. It looks quite bulky and sturdy for a bike that looks to be fairly light.
The rear suspension is not visible, so we suspect it is a lateral single shock tucked up behind the engine.
But don;’t get too excited yet.
Patent drawings don’t necessarily end up being complete new models.
It might simply be an exercise in securing the patent some of these elements.
Would you like Suzuki to produce a retro cafe racer? Leave your comments below.
The first twin-cylinder Royal Enfields in six decades are now arriving in showrooms around the world and riders are lining up at dealerships for test rides.
Dealer principal Richard Nicholson asked if I could pick it up at close of business on Saturday and have it back first thing Monday morning as demo rides were booked solid.
Such is the hype and excitement in these new parallel twin models!
I’m happy to report that after thrashing the bike through traffic, down highways and over the Border Ranges, the Interceptor 650 lives up to most of the hype. Watch my brief video review below.
Royal twins
The learner-legal Royal twins are the Interceptor and the Continental GT. I will ride the latter next weekend, again between solidly booked demo rides.
The only differences are the straight bars, bench seat, tank badges and centre stand on the Interceptor while the GT has clip-ons, a humped seat, painted logos and no centre stand.
Here are the ride-away prices, depending on tank colours.
Interceptor 650
$9790 (solid colours — orange, black and silver);
$9990 two-tone (orange, white and gold pinstripe; red, black and white pinstripe);
$10,290 chrome tank.
Continental GT
$9990 (pale blue, black with gold GT stripes);
$10,190 (two-tone black/silver with yellow pinstripe, white with silver and blue stripe);
$10,490 (chrome).
Retro styling
Richard says the previous problems with Royal Enfield chrome tanks have been resolved.
A close inspection at the demo models substantiates a vast improvement in paint and chrome finish.
In fact, the overall quality is a substantial improvement. I pulled the locked seat off the bike and was pleased to find the paint extends right down the tank where you can’t see it and the welds are neat.
Even the initials of the bike builder responsible are hand painted on the end of the tank under the seat.
Builder’s initials
That’s pride of workmanship, with good reason.
Wiring and cabling is tidy, plastics are smooth, the vinyl seat is good quality and even the footpegs are nice rubber and alloy units.
The only build fault I could find was a slightly gummy weld joint where the headers leave the cylinder.
Those who love the retro look will appreciate that Royal Enfield didn’t go to town on the chrome which the original ‘50s/‘60s cafe racers didn’t have.
Instead of acres of chrome, the engine casings and wheel rims are brushed alloy (black rims on some models) which looks understatedly stunning. (Now there’s an oxymoron for you!)
For a $10,000 bike there are quite a few niceties and extras such as twin instrument pods with a tachometer, comprehensive toolkit and lockable fuel cap.
It also sits on retro-style Pirelli Phantom tyres originally made for the Ducati GT1000 and used on the new Triumph Bonneville.
And how many $10,000 bikes come with a centre stand as standard these days, let alone a toolkit? In fact, how many bikes twice the price have a centre stand and toolkit!
The latter is in a side panel which is locked with the ignition key. It also has a latch inside that unlocks the seat.
Speaking of which, it’s soft and quite comfortable, but after two hours in the neutral riding position you sink down into the seat and you can feel the supports underneath.
The seat is 804mm high, but it’s very narrow, so at 183mm tall I could easily get my flat feet on the ground with knees bent.
Pillions will enjoy the thick padding and the substantial grab handle at the back.
Royal Enfield has kept the price down by making this a lo-fi bike. No fancy traction controls and electronic wizardry, although it does have ABS, of course.
The instruments are basic with just two analogue pods (speedo and tacho) and a small LCD screen with readouts for odometer, trip A and B and a voltmeter when running. No clock, ambient temperature, weather forecast or stock market readouts!
And you have to reach over and touch a mode button between the two dials.
The indicators and taillight are also basic and the mirrors are cheap units that come loose over rough roads and blur at highway speed.
The rear tail features a cheap and ugly rubber fender extender that can easily be unscrewed and discarded.
Heartbeat
Many Royal Enfield enthusiasts are attracted by the slow and methodical pulse of the single-cylinder engine.
These parallel twins have a 270-degree crank like the new liquid-cooled Triumph Bonnevilles, so they are a totally different heartbeat.
And unlike the the 500 singles, you don’t need to schedule a slot in your diary to reach 100km/h. It will reach 100km/h in about six seconds.
Some say it will top 170km/h, but I managed 140 — under controlled conditions, of course!
It will certainly cruise at legal highway speeds in a relaxed manner with very little vibration or hand/feet tingle.
Riders in hot climates will also appreciate the fact that they do not run near as hot as the new scorching Bonnes. The cylinder heads still get quite hot, as you would expect, but there are coated metal protectors so you don’t burn your knees.
The 648cc twin is oil and air cooled with a modest 47 horsepower or 35kW at 7100rpm and 52Nm of torque at 4000rpm.
It doesn’t sound like much, but the midrange is smooth and meaty.
The engine is mated to a super-slick, six-speed gearbox and clutch with a moderate pull so it is easy to use in traffic.
You will need to feed the bike some revs in the first couple of gears for rapid acceleration from the front of the queue at the traffic lights.
If you continue to rev the bike to the limiter and dance on the gearshift you will get maximum results, but you may also hit a few false neutrals.
With such moderate horsepower there is not a lot of point in spinning it out to the red line every shift.
I found it yields satisfactory results if you short-shift through the gears and ride around town in fourth or fifth at 4000rpm.
Out on the highway, it cruises without stress at 4000 revs in sixth. Since the engine pulls lustily from 3000 revs, you can roll on the throttle without having to drop a cog.
I pushed it moderately hard through traffic and winding hills, yet the bike yielded impressive economy figures over about 500km of 3.6L/100km.
That means range of almost 350km from the 12.5-litre tank.
The Interceptor 650 I rode was fitted with aftermarket slip-on Emgo mufflers for an extra $300.
Richard regrets fitting them to the Interceptor, saying they don’t suit its more sedate image.
He says they should have gone on the more racey-looking Continental GT cafe racer.
Emgo mufflers
They also sound a little nasty and anti-social when revved hard, although they do give the throttle improved response, he says.
There are S&S Cycle mufflers coming in about six months that promise a better sound.
Ride and handling
The twin cradle frame and twin-shock suspension set-up is as traditional as it gets, but it works.
It’s not the lightest 650 out there at 202kg dry, but the frame and suspension combine to provide a light-steering, agile bike.
I found the American-made Grabriel shocks a little on the soft side for my 80kg frame, even after pumping up the rear preload to the fourth of five settings.
You can adjust them by hand if you’re strong and put the bike on its centre stand, although there is a C spanner included in the toolkit.
It still managed to bottom out over some big bumps, bounced around at the rear and wobbled a little over mid-corner irregularities.
However, that was when it was pushed hard. If you trot along at legal pace, it’s all quite controllable with those wide, braced handlebars.
I believe Ohlins is working on suspension upgrades, but that could be overkill on a $10k bike.
The Interceptor turns in quite quickly and holds its line well on its narrow, 18-inch front and rear Pirelli Phantom tyres.
They have good corner and braking grip, although the front was found lacking on emergency stops with the bike’s single disc and hefty weight.
The brakes are Bybre which is a discount Brembo offshoot and they have braided steel lines for good feel. Still, a second front disc would be welcome.
Despite the heft, the bike is easy to lift onto the centre stand with a convenient handle beside the seat like on old bikes.
Conclusion
There has been a lot of pent-up demand for this bike since it was announced almost two years ago.
Thankfully the excitement and hype is justified.
Royal Enfield has done a good job of bringing a top-value product to the market that will equally excite old stagers, neo-classic hipsters, learners and novices, mature riders and those who are looking for a good donor bike for a custom.
This bike would be very easy to modify into a bobber, scrambler, street tracker or cafe racer.
No doubt Royal Enfield will also produce more model variants and we’d loved to see this engine in the Himalayan adventure bike.
The heads are chromed on the outside and have a similar fin design to the 1960s boxer engines from BMW. Although that could just be for aesthetics and could be masking liquid-cooling tech.
The custom R18 project is pretty wild and we don’t expect BMW to produce a bike with such a small tank to go with an 1800cc engine.
However, we remain ever hopefully of a big 1.8-litre Boxer!
Other confronting design elements include 21” and 26” wheels, solid aluminium girder forks, steel pipe swingarm or concealed Softail-style suspension.
(Contributed post for our eco-friendly UK readers)
With air pollution responsible for some 50,000 deaths a year in Britain, electric vehicles may just be the future. However, their expensive price tags and charging mishaps mean that many people avoid them completely.
Electric cars may be well-known, but electric motorcycles are now enjoying their day and come with all of the torque and speed of your typical petrol or diesel motorcycle. The future is as exciting as it is eco-efficient!
Current laws
UK law currently states that, should an electric motorbike be limited to 15mph, include a motor with an output of 250 watts or less and have pedals, the vehicle is legally an electric bicycle. Therefore, anyone aged 14 and over can ride it.
However, if an electric motorcycle is instead restricted to 30mph, UK law deems this vehicle a 30mph 50cc petrol scooter. This means that, while riding it on motorways would be legally out of the question, anyone aged 16 or over can ride it if they have a Provisional moped licence. Electric motorbikes capable of topping 30pmh are treated as small motorcycles, and riders must hold a valid CBT certificate.
In 2015, the UK government agreed to align electric motorcycles with cars in regards to grants. This meant that, in total, £7.5 million was made available to slash 20% off the purchase price – capped at £1,500 – of an electric bike.
Electric motorbikes of the now
Kalashnikov electric motorcycle
There are several impressive electric motorcycles on the current market. The Kalashnikov IZH boasts a range of almost 100 miles from just one charge with a maximum power of 15kW; the vehicle was even utilised by Russian police during last year’s World Cup. The vehicle will now be used for police duties at mass-participation events.
For now, vehicles such as the Kalashnikov and those similar may be aimed at police duties – but, as with electric cars, electric motorcycles are available in various shapes and sizes.
What the future holds
Electric vehicles still suffer from a huge amount of depreciation – but, with air pollution levels rising, action needs to be taken. For this reason, it’s likely that we’ll see an influx of electric motorcycles on our roads in the foreseeable future.
Such models, still with all of the speed of a traditional motorcycle, include the Vectrix Electric VX1 model. This award-winning e-scooter is capable of 100mph and has a range of 280km from a single charge. Furthermore, as the motorcycle can be purchased with different-sized batteries, you can purchase the ideal size for you and so lessen the impact on the environment.
The Italian city of Modena has also created its own range of eco-friendly, electronic bikes, with Energica’s EsseEsse9 being one of the best. This model is capable of speeds up to 125mph and can be fully charged in 30 minutes.
If you’re considering investing in an electric motorcycle for business use, keep in mind that this kind of vehicle can be worthwhile for solo trips and shorter journeys while you save your car for more ambitious journeys where its use is strictly necessary.
As a business owner, you can find the best prices for fleet insurance to put your traditional vehicle and eco-friendly motorbike on a shared premium. In doing this, you can save money on not only fuel but also time.
Triumph Motorcycles is surveying customers with an email asking if they’ve ridden an electric motorcycle and whether the British company should make an electric Triumph.
It’s not the first time Triumph has surveyed its customers about an electric bike. They launched a short online survey as far back as 2012.
The new email survey asks questions such as:
Have you ever ridden an electric motorcycle?
How do you rate the experience on a scale of 1-10?
Do you own an electric motorcycle?
What might prevent you from buying an electric motorcycle?
How would you feel about felt Triumph building an electric motorcycle?
Electric Triumph
It comes as no surprise that Triumph is considering an electric motorcycle at some stage.
All manufacturers must be considering adding an electric model to their fleet. It’s inevitable.
It’s refreshing that Triumph is asking their customers what they want before jumping in at the deep end and building one – although we expect they have already been doing some development work.
However, the questions they should be asking their supporters are:
How much would you be prepared to pay for an electric Triumph?
What is the minimum range you would require?
How soon should we launch an electric motorcycle?
What is the maximum charging time you would be prepared to put up with?
It is now open for pre-orders with delivery in North America and Europe in August this year and Australia next year.
We’re not sure how many orders Harley have received, but we suspect they will be minimal.
Why? Because the price is extraordinarily high and the range too low.
At almost $US30,000 (more than $A40,000), it would be the second most expensive motorcycle in their fleet, yet it has only about 180km of range. There are no details yet about charging times.
It’s a huge miss by Harley when there are already similar electric motorcycles that cost less than half its price with almost double the range.
Triumph looks set to replace the Daytona 675 they axed in 2017 with a Daytona 765 powered by a version of their control engine for the Moto2 class.
Ever since Triumph was announced as the Moto2 engine supplier in 2017 for the 2019-21 seasons, it has been expected the new engine would power a Daytona replacement.
Now British website Motorcyclenews.com has posted spy images of the Daytona 765 in Spain, so it looks like a street-legal model is about to leave the pits for some hot street action.
There are no technical details yet for the street-legal version, but it is likely to come in several specifications.
High-spec Daytona 765 with a Speed Triple on a Spanish racetrack (All spy images of the Daytona 765 are from British website Motorcyclenews.com)
The three-cylinder Moto2 race engine is believed to have 97kW of power and meet the coming Euro 5 emissions standards.
It is derived from the 90kW 765cc Street Triple but with more than 80 new parts.
Moto2 racer and Street Triple
They include an increased bore and stroke, new crank, pistons, titanium valves, stiffer valve springs and Nikasil-plated aluminium barrels.
The race bike also has a taller first gear ratio, a tunable slipper clutch, a new sump and an ECU developed by Magneti Marelli who supply the MotoGP control unit.
All spy images of the Daytona 765 are from British website Motorcyclenews.com
Daytona 765 tech
We’re not sure how much of this tech will make it into the street-legal version.
However, there is talk that it will have traction control, several engine modes, cornering ABS and a quickshifter with autoblipper to match wheel and engine speeds on downshifts and make you sound like you know what you’re doing!
The bike is expected to weigh in at about 180kg.
All spy images of the Daytona 765 are from British website Motorcyclenews.com
Moto2
Moto2 replaced the 250cc two-stroke GP class in 2010.
It has since been powered by Honda’s 600cc four-cylinder engine.
When the MotoGP season starts on March 10 in Qatar, there will be a healthy field of 32 riders in the Moto2 category.
Triumph’s Daytona 675R engines have powered super sports wins at the Isle of Man TT, Daytona 200 and British Supersports Championships in 2014 and 2015.
